Systems and methods for aerodynamic deployment of wing structures

ABSTRACT

A method of deploying an unmanned aerial vehicle (UAV) includes launching a UAV and deploying at least one portion of a wing assembly from a stowed configuration to a deployed configuration in which the at least one portion of the wing assembly extends away from a body of the UAV. Deploying the portion of the wing assembly, which may be an outboard portion of a wing assembly, includes deflecting an aerodynamic control surface on the at least one portion of the wing assembly to cause an aerodynamic force to move the portion of the wing assembly into the deployed configuration without assistance from a spring or motor. An unmanned aerial vehicle (UAV) includes a UAV having a body and a plurality of wing assemblies carried by the body, at least a portion of a wing assembly is deployable using aerodynamic forces and without assistance form a spring or motor.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.16/128,432, filed Sep. 11, 2018, which is incorporated herein byreference in its entirety.

BACKGROUND

One way to stow and deploy unmanned aerial vehicles (UAVs) is with atube system. Tube-launched UAVs may be able to carry greater payloadthan other UAVs because they typically do not include the weight penaltyassociated with a traditional take-off sequence of events. In atube-launched system, a UAV may be collapsed or folded into a stowedconfiguration and inserted into a tube that functions like a mortar orcannon to launch the UAV. For example, a burst of pneumatic pressure orexplosive may force the UAV out of the tube at a sufficient velocity toprovide an initial ballistic trajectory. At some point along theballistic trajectory, wings or other aerodynamic surfaces may deployfrom the UAV until it is in a deployed configuration. In the deployedconfiguration, the UAV may carry out flight operations. Existing UAVdeployment systems, including tube deployment systems, rely on springsor motors to deploy the wings or other aerodynamic surfaces to adeployed configuration for flight. Springs and motors involvesubstantial weight penalties, and, in some cases, may be unreliable orprone to failure.

SUMMARY

In some embodiments, a method of deploying an unmanned aerial vehicle(UAV) includes launching a UAV and deploying at least one portion of awing assembly from a stowed configuration to a deployed configuration inwhich the at least one portion of the wing assembly extends away from abody of the UAV and is configured to provide lift for horizontal flight.Deploying the at least one portion of the wing assembly includesdeflecting an aerodynamic control surface on the at least one portion ofthe wing assembly to cause an aerodynamic force to move the at least oneportion of the wing assembly into the deployed configuration withoutassistance from a spring or motor. In some embodiments, minimalassistance from a spring or motor may be used.

The at least one portion of the wing assembly may be an outboard portionof the wing assembly and the method may further include deploying aninboard portion of the wing assembly by rotating the inboard portion ofthe wing assembly away from the body of the UAV using a spring elementor a motor. The inboard portion of the wing assembly carries theoutboard portion of the wing assembly. Methods may further includedeploying one or more stabilizers attached to a trailing portion of theUAV, from a stowed configuration to a deployed configuration.

In some embodiments, an unmanned aerial vehicle (UAV) system includes aUAV having a body and a plurality of wing assemblies carried by thebody. At least one wing assembly of the plurality of wing assemblies isconfigurable between a stowed configuration and a deployed configurationand includes an inboard portion and an outboard portion rotatablyconnected to the inboard portion. The inboard portion is rotatablerelative to the body between the stowed configuration in which theinboard portion, the outboard portion, and the body are in anoverlapping arrangement, and the deployed configuration in which theinboard portion extends along a direction away from the body. Theoutboard portion is rotatable relative to the inboard portion betweenthe stowed configuration and the deployed configuration, in which theoutboard portion extends away from the inboard portion. The inboardportion and the outboard portion form a lifting surface configured toprovide aerodynamic lift for the UAV. The outboard portion includes anaerodynamic control surface, which may be an aileron, configured tocause the outboard portion to rotate from the stowed configuration tothe deployed configuration. A latch may be positioned to hold theoutboard portion in the deployed configuration. The UAV system mayinclude a launch system, which may be a tube launch system with a launchtube, wherein the launch tube is configured to receive the UAV with theat least one wing assembly in the stowed configuration, and wherein thelaunch tube is configured to launch the UAV.

Other features and advantages will appear hereinafter. The featuresdescribed above can be used separately or together, or in variouscombinations of one or more of them.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings, wherein the same reference number indicates the sameelement throughout the views:

FIG. 1 illustrates a launch sequence according to various embodiments ofthe present technology.

FIG. 2 illustrates a schematic view of an aircraft in a stowedconfiguration inside the tube of a tube launch system.

FIG. 3 illustrates a view of an aircraft in a stowed configurationsuitable for placement in a launch system, such as in the launch tubeillustrated in FIG. 2, in accordance with an embodiment of the presenttechnology.

FIGS. 4-8 illustrate views of the aircraft in partially-stowed orpartially-deployed configurations as the aircraft progresses along alaunch trajectory (such as the trajectory illustrated in FIG. 1).

FIG. 9 illustrates a view of the aircraft in a fully deployedconfiguration suitable for flight, in accordance with an embodiment ofthe present technology.

FIG. 10 illustrates a perspective view of an aircraft according toanother embodiment of the present technology, in a deployedconfiguration suitable for flight.

FIG. 11 illustrates a perspective view of an aircraft according toanother embodiment of the present technology, in a deployedconfiguration suitable for flight.

FIG. 12 illustrates an example mechanism for rotating wing assembliesaway from a fuselage, according to an embodiment of the presenttechnology.

FIG. 13 illustrates a side-cross-sectional schematic view of a hingethat may be implemented in the joint between portions of a wingassembly, such as between the outboard portion and the inboard portion(shown in FIGS. 5-11, for example), according to an embodiment of thepresent technology.

FIG. 14 illustrates a method of aerodynamic deployment of wingstructures according to an embodiment of the present technology.

DETAILED DESCRIPTION

The present technology is directed to systems and methods foraerodynamic deployment of aerodynamic structures, such as wingstructures. Various embodiments of the technology will now be described.The following description provides specific details for a thoroughunderstanding and enabling description of these embodiments. One skilledin the art will understand, however, that the invention may be practicedwithout many of these details. Additionally, some well-known structuresor functions, such as structures or functions common to aircraft,unmanned aerial vehicles (UAVs), motors, engines, springs, launchsystems for UAVs, or control systems for aircraft, may not be shown ordescribed in detail so as to avoid unnecessarily obscuring the relevantdescription of the various embodiments. Accordingly, embodiments of thepresent technology may include additional elements or exclude some ofthe elements described below with reference to FIGS. 1-14, whichillustrate examples of the technology.

The terminology used in the description presented below is intended tobe interpreted in its broadest reasonable manner, even though it isbeing used in conjunction with a detailed description of certainspecific embodiments of the invention. Certain terms may even beemphasized below; however, any terminology intended to be interpreted inany restricted manner will be overtly and specifically defined as suchin this detailed description section.

Where the context permits, singular or plural terms may also include theplural or singular term, respectively. Moreover, unless the word “or” isexpressly limited to mean only a single item exclusive from the otheritems in a list of two or more items, then the use of “or” in such alist is to be interpreted as including (a) any single item in the list,(b) all of the items in the list, or (c) any combination of items in thelist. Further, unless otherwise specified, terms such as “attached” or“connected” are intended to include integral connections, as well asconnections between physically separate components.

Specific details of several embodiments of the present technology aredescribed herein with reference to aircraft. Aircraft that may implementthe present technology may include unmanned aircraft such as UAVs ordrones, powered aircraft such as aircraft with jet engines, turbofanengines, or propellers, unpowered aircraft such as gliders, or othersuitable types of aircraft.

As explained in the following disclosure, the present technologyprovides deployment of aerodynamic surfaces, such as wings or portionsof wing assemblies, using aerodynamic forces instead of, or in additionto, forces from springs or motors. For example, the present technologyreduces the weight and complexity associated with traditionalspring-assisted or motor-assisted deployment mechanisms by omittingsprings or motors and relying instead on aerodynamic forces tofacilitate deployment. In other words, deployment of one or moreaerodynamic surfaces or portions of aerodynamic surfaces may beperformed without assistance (or with only minimal assistance) from aspring, motor, or other driving mechanism.

Turning now to the drawings, FIG. 1 illustrates a launch sequence 100according to various embodiments of the present technology. An operator110, which may be a human, a mechanism, a computer, or another suitableinitiating device, causes a tube 120 of a tube launch system to expel anaircraft 130 in a generally upward, angled direction relative to thehorizon. In some embodiments, any suitable launch angle sufficient togive an initial velocity to the aircraft 130 may be used, such as anentirely horizontal or entirely vertical launch. The initial velocityputs the aircraft 130 on a generally ballistic trajectory 140, alongwhich the aircraft 130 reconfigures itself from a stowed configurationin the tube (see FIG. 2) to a deployed configuration 150 for flight.Reconfiguration or deployment processes according to embodiments of thepresent technology are explained in detail below and illustrated in theappended figures. Along the trajectory 140, the aircraft 130 is movingat a sufficient velocity to create aerodynamic forces on the aircraft130, which are used to deploy aerodynamic surfaces of the aircraft 130.

For example, aerodynamic surfaces, such as wing assemblies 160, may beoverlapping or aligned with a longitudinal axis of a main body of theaircraft 130, such as a fuselage 170, when the aircraft 130 is in thetube 120, but after expulsion from the tube 120, the wing assemblies 160may deploy to reconfigure the aircraft 130 into the deployedconfiguration 150. In the deployed configuration 150, the wingassemblies 160 and any portions thereof extend away from the main bodyof the aircraft 130. After the aircraft 130 has deployed some or all ofits aerodynamic surfaces, the aircraft 130 may begin flight operationsusing lift from the aerodynamic surfaces, such as horizontal flightunder its own power or an unpowered glide. Other aerodynamic surfaces180, such as horizontal stabilizers, vertical stabilizers, orvertazontals (angled stabilizers with orientations between those ofhorizontal and vertical stabilizers, shown in FIG. 1) may deploy whilethe aircraft is traveling along the trajectory 140, or after theaircraft 130 has begun flight operations. Although a tube launchsequence 100 is illustrated, in some embodiments, the aircraft 130 maybe placed on an initial generally ballistic trajectory 140 using otherlaunch processes, such as manual throwing by a human operator, a raillaunch system, a slingshot, or other suitable operations to give theaircraft 130 an initial trajectory.

FIG. 2 illustrates a schematic view of an aircraft 130 in a stowedconfiguration 200 inside the tube 120 of a tube launch system 210. FIG.2 generally illustrates the aircraft 130 ready to be expelled from thetube 120. In some embodiments, the wing assemblies 160 are folded andgenerally aligned with a longitudinal axis 220 of a main body of theaircraft 130, such as the fuselage 170. By folding and aligning the wingassemblies 160, they fit inside the tube 120. Launch systems forproviding an initial generally ballistic trajectory for the aircraft 130may have any suitable form, and need not be tube launch systems, such asthe tube launch system 210.

A tube launch system 210 may include a wadding element 230 within thetube 120, between the aircraft 130 and the bottom of the tube 120. Thewadding element 230 may be a piece of foam or other element suitable fortransferring force from air pressure to force upon the aircraft 130 toexpel the aircraft 130 from the tube 120. The tube launch system 210 mayinclude an air pressure source 240 which may provide air pressure, suchas a burst of air pressure, optionally through a hose 250 connected tothe tube 120 beneath the wadding element 230. Upon pressurization, theair pressure may cause the wadding element 230 to push the aircraft 130to expel the aircraft 130 out of the tube 120 along a generallyballistic trajectory (such as the trajectory 140 illustrated in FIG. 1)with the nose 185 of the aircraft 130 leading the trailing end or tail190 (opposite the nose 185). In other embodiments, pressure on thewadding element 230 to cause the tube 120 to expel the aircraft 130 maycome from an explosive device, a gas generator device, a spring, oranother device suitable for rapidly creating force or pressure. In yetother embodiments, a wadding element 230 may be omitted and other waysof providing pressure to expel the aircraft from the tube 120 may beused. After expulsion from the tube 120, the aircraft 130 may deploy itsaerodynamic surfaces or other parts, as described in additional detailbelow.

FIG. 3 illustrates a view of an aircraft 130 in a stowed configuration200 suitable for use in a launch system, such as in the launch tube 120illustrated in FIG. 2. In the stowed configuration 200, the wingassemblies 160 may overlap each other and the main body (such as thefuselage 170) of the aircraft 130. The wing assemblies 160 may includean inboard portion, which is a portion positioned closer to or attachedto the fuselage 170 when the aircraft is in a deployed configuration(see FIGS. 4-11 and corresponding description). The wing assemblies 160may include an outboard portion, which is a portion positioned fartherfrom the fuselage 170 than the inboard portion (see FIGS. 4-11 andcorresponding description). In the stowed configuration 200, the wingassemblies 160 may be folded, such that the inboard portion and theoutboard portion of each wing assembly 160 overlap each other and themain body of the aircraft 130, as described in additional detail below.When the aircraft 130 is in the stowed configuration 200, additionalaerodynamic surfaces 180 (only partially visible in FIGS. 2 and 3) mayalso be stowed and overlap portions of the aircraft 130. FIG. 3 may alsoillustrate the aircraft 130 shortly after being expelled from the launchtube 120 (FIG. 2), before its aerodynamic surfaces, such as the wingassemblies 160 and other aerodynamic surfaces 180 have begun to deploy.

FIG. 4 illustrates a view of the aircraft 130 in a partially-stowed orpartially-deployed configuration, between being fully stowed or fullydeployed. FIG. 4 shows the aircraft 130 as its aerodynamic surfaces(such as wing assemblies 160 and other aerodynamic surfaces 180) havebegun to deploy. For example, initial deployment may happen outside ofthe tube 120 (FIG. 2). The wing assemblies 160 have begun to spread orextend outwardly from the fuselage 170. In some embodiments, the wingassemblies 160 may rotate about axes 400 and rotate along pathways 410.At this point in deployment, outboard portions 420 of the wingassemblies may or may not yet have begun to rotate away from the inboardportions 430 of the wing assemblies, which are connected to the fuselage170. Accordingly, outboard portions 420 of the wing assemblies are shownas being only slightly visible in FIG. 4. The inboard portions 430 ofthe wing assemblies 160 carry the outboard portions 420 as the inboardportions 430 rotate and deploy outwardly.

In some embodiments, a motor, a spring, or another suitable actuatingdevice may cause the wing assemblies 160 (and, in particular, theinboard portions 430) to rotate to spread or extend outwardly from thefuselage 170 (about pathways 410). In some embodiments, otheraerodynamic surfaces 180, such as vertazontals, horizontal stabilizers,or vertical stabilizers, may be prevented from deploying until the wingassemblies 160 are clear of their rotational pathways. The otheraerodynamic surfaces 180 may also be driven by a spring (such as atorsional spring) or motor to cause the other aerodynamic surfaces 180to rotate into a flight configuration when their rotational pathways areclear. Although motors, springs, or other actuating devices may causesome portions of the wing assemblies 160 to extend or deploy,embodiments of the present technology include deployment of portions ofwing assemblies 160 or other aerodynamic surfaces without the aid ofmotors, springs, or other actuating devices. Instead, the presenttechnology includes deployment of aerodynamic surfaces using onlygravity, only aerodynamic forces, or a combination of only gravity andaerodynamic forces.

FIG. 5 illustrates a view of the aircraft 130 in anotherpartially-stowed or partially-deployed configuration as the aircraftprogresses along a launch trajectory (such as the trajectory 140 in FIG.1). FIG. 5 shows the outboard portions 420 of the wing assemblies 160(only one is shown due to the perspective) rotating away from theinboard portions 430. Optionally, in some embodiments, the inboardportions 430 are continuing to rotate outwardly along pathways 410toward their fully deployed positions. The outboard portions 420 mayrotate about an axis 500 along a pathway 510 due to gravitational force,aerodynamic force, or a combination of gravitational and aerodynamicforce. In some embodiments, each axis 500 may be aligned along adirection that traverses a leading edge 515 and a trailing edge 516 ofthe wing assembly 160 (such as a chordwise direction). In someembodiments, each axis 500 may be aligned along a direction oriented atan angle relative to a chordwise direction of the wing assembly 160.

In some embodiments of the present technology, a joint 520 between theoutboard portion 420 and the inboard portion 430 may not include amechanism to force rotation of the outboard portions 420. For example,the joint 520 may include a hinge or other rotational joint that doesnot include a spring, motor, or other device to cause rotation of theoutboard portion 420 relative to the inboard portion 430. In otherwords, the joint 520 may be operable without assistance of a spring or amotor. The present technology takes advantage of gravitational forcesand aerodynamic forces to move the outboard portions 420 of the wingassemblies 160 into their deployed positions, as described in additionaldetail below. In FIG. 5, the other aerodynamic surfaces 180, such ashorizontal stabilizers, vertical stabilizers, or vertazontals, maycontinue to rotate into their own deployed positions, along pathways 530or other rotational pathways, or the other aerodynamic surfaces 180 mayhave completed their deployment at this point in the process.

FIG. 6 illustrates a view of the aircraft 130 in anotherpartially-stowed or partially-deployed configuration as the aircraftprogresses along a launch trajectory (such as the trajectory 140 in FIG.1). FIG. 6 shows the outboard portions 420 of the wing assemblies 160continuing to rotate away from the inboard portions 430. In someembodiments, at some point during the deployment sequence, aerodynamiccontrol surfaces, such as ailerons 610 on the trailing edges of theoutboard portion 420, are deflected toward the corresponding inboardportions 430 of the wing assemblies 160 to cause aerodynamic forces topush the outboard portions 420 toward their deployed positions. When thewing assemblies 160 are fully deployed, the ailerons 610 may function asstandard ailerons for normal or nominal flight.

In some embodiments, deflection of the ailerons 610 to cause rotation ofthe outboard portions 420 may be significantly more than deflection ofthe ailerons 610 during normal flight, or, in other embodiments, theailerons 610 may need to deflect only enough to provide aerodynamicforce downward, outward, and then upward on the outboard portions 420 tocause them to move to the deployed position (along pathways 510). Theaerodynamic force from the ailerons 610 causes rotation and deploymentof the outboard portions 420 without a need for—and preferably in theabsence of—springs, motors, or other driving devices to cause therotation and deployment of the outboard portions 420. The ailerons 610may be deflected into a position to cause rotation of the outboardportions 420 at any time in the launch sequence, for example, beforeexpulsion from the tube, after the inboard portions 430 have begunspreading from the fuselage 170, after the outboard portions 420 havebegun to drop away from the inboard portions 430, or at any othersuitable time during the launch sequence, when aerodynamic forcesinstead of spring or motor forces may be used to deploy the outboardportions 420 to a flight configuration.

FIG. 7 illustrates a view of the aircraft 130 in anotherpartially-stowed or partially-deployed configuration as the aircraftprogresses along a launch trajectory (such as the trajectory 140 in FIG.1). FIG. 7 shows the outboard portions 420 of the wing assemblies 160continuing to rotate away from the inboard portions 430, and towardtheir fully deployed positions. The deflection of the ailerons 610 maycontinue to cause aerodynamic force to push the outboard portions 420away from the inboard portions 420 and closer to a fully extendedposition for normal flight.

FIG. 8 illustrates another view of the aircraft 130 as it progressesalong the launch trajectory and through the deployment sequence. At somepoint, either immediately after expulsion from the tube 120 (see FIG. 1)or another launch system, or in the middle of the sequence, or afterfull deployment of the wing assemblies 160, the other aerodynamicsurfaces 180, such as the surfaces at the rear of the aircraft 130,complete their deployment (by force from a spring, motor, oraerodynamics). In some embodiments, timing of deployment of someaerodynamic surfaces may depend on whether other aerodynamic surfacesare clear of the deployment pathway of each aerodynamic surface.Accordingly, in some embodiments, some aerodynamic surfaces may deploybefore or after others. For example, the other aerodynamic surfaces 180at the rear of the aircraft 130 may deploy after the wing assemblies 160are out of their deployment pathway.

FIG. 9 illustrates a view of the aircraft 130 in a fully deployedconfiguration 150 (see FIG. 1). At this point, the wing assemblies 160have fully rotated into their deployed orientation, including theoutboard portions 420 which have been pushed upward toward their owndeployed orientations (such as generally parallel to the inboardportions 430, for example) by aerodynamic force from the ailerons 610.In some embodiments, the outboard portions 420 may be locked intoposition by a latching device, an example of which is described belowwith regard to FIG. 14. Other latching devices may lock other portionsof the wing assemblies 160 or the other aerodynamic surfaces 180 intotheir respective flight positions.

FIG. 10 illustrates a perspective view of an aircraft 1000 according toanother embodiment of the present technology, in a deployedconfiguration (like the deployed configuration 150 in FIG. 1). In someembodiments, the wing assemblies 160 may not overlap each other in adeployed configuration, or in some embodiments, the wing assemblies 160may partially overlap each other even in a deployed configuration. Suchan overlapping arrangement may facilitate a more compact stowedconfiguration. The wing assemblies 160 may pivot or rotate about acommon axis, or they may pivot or rotate about their own individualaxes.

To simplify illustration, FIGS. 2-9 do not illustrate a propulsionsystem, although it is understood that propulsion systems suitable forpropelling aircraft may be implemented on embodiments of the presenttechnology. For example, a propulsion system 1010, which may include apuller rotor 1020, may be positioned on a forward end of the aircraft1000 (or the aircraft 130 in FIGS. 2-9), such as on a nose of theaircraft or on a wing assembly 160. Propulsion systems in variousembodiments of the present technology may include rotors (propellers)rotated by electric motors (powered by one or more batteries, forexample), or they may be rotated by turboprop engines, rotary engines,or other fuel-powered engines. Jet propulsion may be implemented in someembodiments. In further embodiments, the aircraft (1000, 130) may notinclude propulsion and may instead be a glider aircraft.

Large aspect ratio wing assemblies 160 are illustrated in the appendedfigures and may be used in some embodiments to provide long aircraftloiter times. However, other suitable geometries of wing assemblies 160may be used in other embodiments, such as low-aspect-ratio wingassemblies, delta wings, wings with various degrees of tapering, forwardswept wings, backward swept wings, straight wings, elliptical wings,gull wings, variable geometry wings, or other wing arrangements suitablefor generating lift for aircraft. Wing assemblies may be divided intovarious portions, including more than two portions, several of which maybe folded and aerodynamically deployed according to embodiments of thepresent technology. Accordingly, the wing assemblies 160 described andillustrated herein are merely examples of wing assemblies and otheraerodynamic surfaces that may be unfolded with the aid of aerodynamicforces (either entirely unaided by springs, motors, or other mechanisms,or with only minimal aid from mechanisms). Other embodiments areincluded in the present technology. The aerodynamic folding conceptsillustrated with regard to the wing assemblies 160 may be implemented inother embodiments that may not necessarily be wing assemblies but may beother lifting surfaces or other aerodynamic surfaces configured toprovide lift.

FIG. 11 illustrates a perspective view of an aircraft 1100 according toanother embodiment of the present technology, in a deployedconfiguration (like the deployed configuration 150 in FIG. 1). Theillustrated aircraft 1100 is generally similar to other aircraftdisclosed herein, except that it includes a propulsion system 1110 on arear or trailing end of the aircraft, and it may include a pusher rotor1120. Any arrangement, type, combination, or variation of propulsionsystems suitable for providing thrust to an aircraft may be implementedin embodiments of the present technology. For example, in someembodiments, pusher rotors, puller rotors, jet engines, ramjet engines,rockets, or other suitable propulsion systems may be positioned in anysuitable combination on the fuselage 170 or wing assemblies 160. In someembodiments, aircraft may include cameras, sensors, or othersurveillance devices. In some embodiments in which the propulsion system1010 includes rotors (such as the puller rotor 1020, or other rotors),one or more blades of the rotors may fold into a stowed configuration(for example, toward or around the fuselage 170) to fit in a launchsystem such as the tube launch system 210 described above.

FIG. 12 illustrates an example mechanism 1200 for rotating the wingassemblies 160 away from the fuselage 170. Such a mechanism 1200 may bepositioned in the fuselage 170 and attached to the inboard portions 430of the wing assemblies 160 to force the inboard portions 430 to rotateduring the deployment sequence. The wing assemblies 160 may connect tothe mechanism 1200 at interfaces 1210. The interfaces 1210 may bespring-biased toward an open or deployed configuration as shown (see thedeployed configuration 150 in FIG. 1, or the configurations in FIGS. 9and 10, for example) to cause the wing assemblies 160 to be biased awayfrom the fuselage 170. In some embodiments, a torsion spring 1220 maybias the interfaces 1210 away from each other and away from a stowedconfiguration (such as the stowed configuration 200 in FIG. 2). In someembodiments, the interfaces 1210 may rotate about a common axis 1230. Insome embodiments, the common axis 1230 may be, but need not be,generally aligned with a yaw axis of the aircraft 130. The mechanism1200 illustrated in FIG. 12 is merely one example of a mechanism capableof driving the wing assemblies 160 apart toward the deployedconfiguration, and other mechanisms may be used, including motors orother spring-driven mechanisms. In some embodiments, the wing assemblies160 may not share a common rotational axis, and there may be more thanone mechanism to push the wing assemblies 160 toward a deployedconfiguration.

In some embodiments, there may only be a spring or motor force drivingthe overall wing assemblies 160 toward a deployed configuration, whilethere may be no spring or motor between the inboard portions 430 and theoutboard portions 420 of the wing assemblies 160, as the full deploymentof outboard portions 420 may rely exclusively on aerodynamic forcesgenerated by the outboard portion 420 or its ailerons 610, or otheraerodynamic surfaces associated with the outboard portions 420.

FIG. 13 illustrates a side-cross-sectional schematic view of a hinge1300 that may be implemented in the joint 520 between portions of a wingassembly 160, such as between the outboard portion 420 and the inboardportion 430 (see FIGS. 5-11), according to an embodiment of the presenttechnology. The hinge 1300 may facilitate the aerodynamically-drivenrotation of the outboard portion 420 toward the deployed position, asdescribed above. The hinge 1300 may include a first hinge arm 1310 thatis rotatably connected to a second hinge arm 1320 at a hinge axis 1330.The hinge axis 1330 may be aligned with the axis 500 shown in FIGS. 5,6, and 7, it may be aligned with a chordwise direction of the wingassembly, or it may have other orientations sufficient to facilitaterotation between the wing portions without the aid of a spring or motor.In FIG. 13, the hinge 1300 is shown closed and latched by an optionallatching device 1340, which, upon latching, prevents the first hinge arm1310 and the second hinge arm 1320 from rotating relative to each otheruntil the latching device 1340 is released.

In some embodiments, an outboard portion 420 of a wing assembly 160 maybe mounted on, attached to, or contain the first hinge arm 1310 or thesecond hinge arm 1320, while an inboard portion 430 of a wing assembly160 may be mounted on, attached to, or contain the other hinge arm (1310or 1320). In such a configuration, the inboard portion 430 and theoutboard portion 420 may generally freely rotate relative to each otherabout the hinge axis 1330 until they are locked together in a deployedconfiguration by the latching device 1340. Accordingly, gravity,aerodynamic force, or a combination of gravity and aerodynamic forcedrives the outboard portion 420 outward and upward relative to theinboard portion 430 of the wing assembly 160 until the latching device1340 locks the outboard portion 420 in a deployed configuration (seeFIGS. 9, 10, 11). In some embodiments, a release element, such as abutton 1350, may be moved, such as toward the hinge 1300, to cause thelatching device 1340 to release to allow a user to manipulate theaircraft 130 into a stowed configuration (for example, by folding theoutboard portion 420 under the inboard portion 430).

Although the hinge 1300 may facilitate free rotation during deploymentand then locking of the joint 520, other hinges may be used tofacilitate free rotation of the outboard portion 420 relative to theinboard portion 430 to allow aerodynamic force to deploy the outboardportion 420. In some embodiments, a latching device 1340 may be omittedand the outboard portion 420 may be held in a deployed position by otherfeatures or by aerodynamic force (such as the lift force generated bythe outboard portion 420 during flight).

FIG. 14 illustrates a method 1400 of aerodynamic deployment of wingstructures according to an embodiment of the present technology. Inblock 1410, the aircraft (such as the aircraft 130, 1000, 1100 describedabove) is launched or expelled from a launch system, such as a tube 120(see FIG. 1), along an initial trajectory (140, see FIG. 1). Theaircraft may remain in a stowed configuration (200, see FIG. 2)momentarily but, in block 1420, the wing assemblies 160 begin rotatingoutwardly, by force of a mechanism 1200 (see FIG. 12) or a motor, oranother suitable device. In block 1430, When the wing assemblies 160have cleared the rotational pathway of the other (rear) aerodynamicsurfaces (180, see FIG. 5), the other aerodynamic surfaces may deploy byrotating into position by a spring (such as a torsional spring), motor,or other mechanism, or by aerodynamic force. In block 1440, the ailerons(610, see FIG. 6) are deflected to create aerodynamic force against theoutboard wing portions (420, see FIG. 6) or otherwise in a downwarddirection. The deflection of the ailerons may be performed at anysuitable point during the deployment sequence, such as before expulsionfrom the tube or after gravity has caused the outboard wing portions todrop away from the inboard wing portions. In block 1450, the outboardwing portions are rotated, unfolded, and deployed to their flightconfiguration using the force from the ailerons. In block 1460, theoutboard wing portions are secured in a flight configuration. In block1470, the ailerons may be oriented for flight operations.

In some embodiments, aerodynamic deployment of wing structures may betimed or sequenced to prevent actions from occurring out of sequence,although various sequences are contemplated. For example, the aileronsmay be oriented for flight operations before the outboard wing portionsare fully deployed or secured in a normal flight configuration. In someembodiments, it may be desirable to only permit the other (rear)aerodynamic surfaces 180 to rotate into flight position when the wingassemblies 160 are clear of their opening pathway. In some embodiments,full deployment of aircraft according to the present technology may takeplace in approximately one second, from initiation of the launch fromthe tube 120 to a fully deployed configuration 150 (see FIG. 1). Forexample, aircraft may be clear of the tube 120 within 10 millisecondsfrom initiation of the launch process, the wing assemblies 160 may begindeployment at about 100 milliseconds, and deployment may be nearlycomplete at about 750 milliseconds. Accordingly, the present technologyprovides rapid opening and deployment sequences.

To position an aircraft in a launch system, such as the tube launchsystem 210 illustrated and described above with regard to FIG. 2, a usermay push the various wings and surfaces into their stowed positions (insome embodiments, reversing the deployment sequence illustrated anddescribed above). Any spring force associated with the wing assemblies160 (for example, force created by the mechanism 1200 illustrated inFIG. 12 for deploying the inboard wing portions 430) may be restrainedby the launch system, such as the inner diameter of the tube 120.Likewise, spring force associated with deployment mechanisms for theother (rear) aerodynamic surfaces 180 may be restrained by the tube 120or by interference with the wing assemblies 160 when the wing assemblies160 are in their stowed positions. In the stowed configuration, the usermay position the aircraft in a launch system, such as within the launchtube 120. Although a tube launcher is described, other launch systemsmay be used. For example, if a tube 120 is not used, in someembodiments, the inboard portions 430 may be fixed and the outboardportions 420 may deploy using the aerodynamic deployment processexplained herein. In some embodiments, aircraft may be reusable, suchthat they be launched, deployed, recovered, stowed, and launched again.

The present technology facilitates deployment of one or more aerodynamicsurfaces, such as wings or portions of wings, without a spring, motor,or other device for providing mechanical force to operate a joint.Advantages of embodiments of the present technology include reducedweight and reduced complexity of deployable aircraft. For example, byomitting springs from one or more movable joints, the aircraft may belighter and have fewer possible points of failure in the deploymentsequence. In some embodiments, aircraft are lightweight and theyfacilitate additional payload weight and capacity compared to aircraftthat use more deployment mechanisms.

From the foregoing, it will be appreciated that specific embodiments ofthe disclosed technology have been described for purposes ofillustration, but that various modifications may be made withoutdeviating from the technology, and elements of certain embodiments maybe interchanged with those of other embodiments, and that someembodiments may omit some elements. For example, some aerodynamicsurfaces may be deployed exclusively with forces from gravity oraerodynamics, and without any spring or motor assistance, but in someembodiments, minimal spring or motor assistance may be used to assistthe gravitational or aerodynamic forces relied upon for deployingvarious aerodynamic surfaces. In some embodiments, outboard portions ofwing assemblies may be generally horizontal or parallel to inboardportions, but in other embodiments, outboard portions may be oriented atoblique angles relative to the horizon or to the inboard portions of thewing assemblies when the wing assemblies are in the fully deployedconfigurations.

Although outboard portions 420 of wing assemblies 160 are described asdeployable without the aid of springs or motors (instead relying onaerodynamic forces), other aerodynamic surfaces may also be deployedwithout the use of springs or other mechanisms (instead relyingprimarily or entirely on aerodynamic forces). For example, rearaerodynamic surfaces such as horizontal or vertical stabilizers, orvertazontals 180, may be deployed using aerodynamic forces generated bydeflecting one or more portions of the aerodynamic surfaces, includingaerodynamic control surfaces such as elevons, elevators, rudders, trimtabs, or other control surfaces. In some embodiments, other surfaces maybe implemented that are dedicated solely to deploying the aerodynamicsurfaces, such as various flaps or other surfaces, which may be onleading edges, trailing edges, or elsewhere on aerodynamic surfaces.Accordingly, the present technology contemplates aerodynamic deploymentof aerodynamic surfaces using any suitable deflectable ornon-deflectable surface to provide aerodynamic force sufficient tofacilitate deployment. In various embodiments, not every element isrequired and certain elements may be omitted or combined.

Further, while advantages associated with certain embodiments of thedisclosed technology have been described in the context of thoseembodiments, other embodiments may also exhibit such advantages, and notall embodiments need necessarily exhibit such advantages to fall withinthe scope of the technology. Accordingly, the disclosure and associatedtechnology may encompass other embodiments not expressly shown ordescribed herein, and the invention is not limited except as by theappended claims.

What is claimed is:
 1. A method of deploying an unmanned aerial vehicle(UAV), the method comprising: launching a UAV; rotating an inboardportion of a wing assembly relative to a body of the UAV from a firstposition in which the inboard portion of the wing assembly at leastpartially overlaps the body, to a second configuration different fromthe first configuration; and rotating an outboard portion of the wingassembly relative to the inboard portion from a first orientation inwhich the outboard portion is folded toward the inboard portion, to asecond orientation in which the outboard portion extends from theinboard portion to form a lifting surface configured to provideaerodynamic lift for the UAV; wherein rotating the outboard portionrelative to the inboard portion comprises using aerodynamic force uponan aerodynamic control surface to cause rotation of the outboardportion.
 2. The method of claim 1, further comprising deploying rearaerodynamic surfaces from a tail of the body.
 3. The method of claim 2,further comprising preventing, with the wing assembly, deployment of therear aerodynamic surfaces until the wing assembly is out of a deploymentpathway of the rear aerodynamic surfaces.
 4. The method of claim 1wherein rotating the outboard portion comprises rotating the outboardportion with a joint between the outboard portion and the inboardportion, the joint being operable without assistance of a spring or amotor.
 5. The method of claim 1 wherein rotating the inboard portioncomprises rotating the inboard portion with force from one or moresprings.
 6. The method of claim 1 wherein using aerodynamic force uponan aerodynamic control surface comprises deflecting an aileron of thewing assembly.
 7. The method of claim 6, further comprising, afterdeflecting the aileron, deflecting the aileron again to provideaerodynamic control for the UAV when the UAV is in a fully deployedconfiguration.
 8. The method of claim 1, further comprising releasablylocking the outboard portion relative to the inboard portion using alatching device.
 9. A method of deploying an unmanned aerial vehicle(UAV), the method comprising: launching a UAV; and deploying at leastone portion of a wing assembly from a stowed configuration to a deployedconfiguration in which the at least one portion of the wing assemblyextends away from a body of the UAV and is configured to provide liftfor horizontal flight; wherein deploying the at least one portion of thewing assembly comprises deflecting an aerodynamic control surface on theat least one portion of the wing assembly to cause an aerodynamic forceto move the at least one portion of the wing assembly into the deployedconfiguration.
 10. The method of claim 9, wherein the aerodynamic forcemoves the at least one portion of the wing assembly into the deployedconfiguration without assistance from a spring or a motor.
 11. Themethod of claim 9 wherein the at least one portion of the wing assemblyis an outboard portion of the wing assembly, the method furthercomprising deploying an inboard portion of the wing assembly, whereindeploying the inboard portion of the wing assembly comprises rotatingthe inboard portion of the wing assembly away from the body of the UAVusing a spring element or a motor, and wherein the inboard portion ofthe wing assembly carries the outboard portion of the wing assembly.